Wireless engine monitoring system

ABSTRACT

A wireless engine monitoring system (WEMS) includes an engine monitoring module that is mounted directly on an aircraft engine and records, stores, encrypts and transmits full flight engine data. The system preferably interfaces to the Full Authority Digital Engine Controller/Engine Control Unit (FADEC/ECU) and can record hundreds of engine parameters with a preferred sampling frequency of about one second. The engine monitoring module is preferably formed as a miniaturized module directly mounted on the aircraft engine within its cowling and has a conformal antenna. The engine monitoring module can also upload data for onboard processing.

RELATED APPLICATION(S)

This is a continuation application of Ser. No. 12/773,263 filed May 4,2010, which is a continuation application of Ser. No. 12/434,782 filedMay 4, 2009 (now U.S. Pat. No. 7,755,512), which is a continuationapplication of Ser. No. 12/206,793 filed Sep. 9, 2008 (now U.S. Pat. No.7,595,739), which is a continuation application of Ser. No. 11/156,985,filed Jun. 20, 2005 (now U.S. Pat. No. 7,456,756), which is acontinuation application of Ser. No. 10/774,578 filed Feb. 9, 2004 (nowU.S. Pat. No. 6,943,699), which is based on provisional application Ser.No. 60/489,368 filed Jul. 23, 2003, the disclosures which are herebyincorporated by reference in their entirety.

FIELD OF THE INVENTION

The present invention relates to a system and method for monitoringaircraft engines, and more particularly, this invention relates to asystem and method for determining an aircraft engine's currentperformance and downloading data for each engine of an aircraft andprocessing the engine data for engine maintenance and other analysis.

BACKGROUND OF THE INVENTION

The Federal Aviation Administration and other international aviationregulatory agencies require commercial airlines to monitor the healthand status of aircraft engines. Any health and status information isused to determine the current performance for an aircraft engine anddetermine if maintenance is required. Prior art techniques have beenlimited because of data latency and the limited amount of collected datarestricted analysis. Typically, gross indicators were measured usingprior art monitoring systems. Any resultant maintenance actions werereactive. For example, some prior art systems took a “snapshot” of onlybasic engine parameters, for example, when the aircraft had lifted to1,000 feet after initial take-off. This data was limited to one timeslot during flight and was not real time. This data never gave analystsa complete picture of an engine performance during flight. As a result,advanced prognostics and diagnostic techniques have not been used byprior art engine analysis systems.

Many jet engine original equipment manufacturers (OEMs), jet engineservice providers that are contractually bound under engine maintenancecost per hour (MCPH) agreements, airline transport companies andmilitary and commercial aviation companies have desired a system andmethod to monitor performance of an aircraft engine in real time andarchive that data. Up to now, prior art systems were limited in theiranalysis to the prior art data “snapshots” and did not go beyond grossindicators and reactive maintenance techniques. In some prior arttechniques, airlines have complied with regulatory requirements usingseveral different monitoring systems. In one monitoring system, limitedengine parameters (e.g., N1, N2, EGT and W_(f)) have been logged bypilots in aircraft log books. As noted before, automated engine dataalso was recorded at take-off/cruise at 1,000 feet as a “snapshot” thatis recorded either “on board” or downloaded via ACARS using a VHFcommunication data link. This engine data resulted in a limited engineanalysis because only one “snapshot” of the engine performance had beenused and the “snapshot” never gave a true indication of engineperformance during flight of the aircraft.

Harris Corporation of Melbourne, Fla. has designed a system and methodof recording performance of an aircraft engine using a ground data linkunit that interfaces with numerous components of the aircraft, includingthe DFDAU, the aircraft digital flight data recorder DFDR, and the datamultiplexing system commonly referred to as the Full Authority DigitalEngine Control (FADEC) for larger jet turbine engines or Engine ControlUnit (ECU) as sometimes referred with smaller jet turbine engines usedon smaller aircraft, including turboprops or other engines generatingless than 15,000 pounds of thrust. Hereinafter, the term “FADEC/ECU”will be used corresponding to either the term “FADEC” or “ECU” as usedby the industry.

An example of the Harris Corporation ground data link unit is disclosedin commonly assigned U.S. Pat. No. 6,047,165, and an engine monitoringsystem using the ground data link unit is disclosed in U.S. Pat. Nos.6,148,179 and 6,353,734, the disclosures which are hereby incorporatedby reference in their entirety.

In the incorporated by reference '179 and '734 patents, the system andmethod as disclosed can provide a record of the performance of anaircraft engine by collecting engine data during engine operation, forexample, in the ground data link unit, and downloading the collectedengine data over a wideband spread spectrum communications signal to aground based spread spectrum receiver. The signal is demodulated withina ground based spread spectrum receiver to obtain the engine data forfurther processing. It is also possible to upload data to the grounddata link unit, such as algorithms, flight management files, video andentertainment files and other data files. Although the ground data linkunit as disclosed in these incorporated by reference patents is a majorimprovement over prior art solutions for engine monitoring, thedisclosed ground data link unit is typically a large unit and interfaceswith many airborne systems as described before. It would be advantageousto monitor engines in real time without resorting to the larger grounddata link unit that interfaces with many systems, or by a smaller unitwhen the disclosed ground data link unit is not available.

SUMMARY OF THE INVENTION

In accordance with the present invention the wireless engine monitoringsystem (WEMS) of the present invention overcomes the disadvantages ofthe prior art described above and is an engine mounted engine monitoringmodule mounted directly on the aircraft engine. It is not installed inan avionics department or similar fuselage location, such as thepreferred location for a ground data link unit connected to manyairborne units as disclosed in the incorporated by reference '179 and'734 patents. The WEMS module is interfaced to the Full AuthorityDigital Engine Controller (FADEC)/Engine Control Unit (EDU) on theengine. The WEMS is a small module of about 2×2×4 inches and can record,store, encrypt and transmit “full flight” engine data. It interfacesdirectly to the FADEC/EDU and records hundreds of engine parameters withone second sampling frequency, as one non-limiting example. It is aminiaturized module with a preferred conformal antenna and RFtransceiver to download (and upload) data using RF/802.11/cellulartechniques, including any other spread spectrum techniques.

The “full flight” engine data allows advanced prognostics anddiagnostics techniques and increases engine “time on wing” and decreasesengine maintenance costs. The WEMS data could be downloaded viaRF/(802.11) spread spectrum/cellular to an airport server for processingand/or transported over the internet, PSTN, cellular system or othercommunications network to another workstation for real-time analysis.Data can be uploaded to the wireless engine monitoring system module,including algorithms for on-board processing.

The system and method of the present invention is an automated wirelesssolution installed directly on the engine. It records full flight enginedata for large and small turbine engines and has large megabyte files,using a high speed data link to extract. The system can use a widebandspread spectrum communications signal in accordance with 802.11standards, e.g., the technology as disclosed in the incorporated byreference '165 and '734 patents.

In accordance with the present invention, the system and method providesa record of the performance of an aircraft engine. An engine monitoringmodule is mounted on the aircraft engine and collects engine datarelating to operation of the aircraft engine. The engine monitoringmodule includes a transmitter for transmitting the engine data over awireless communications signal. The receiver receives the transmittedengine data.

In one aspect of the present invention, the transmitter preferablycomprises a spread spectrum transmitter for transmitting the engine dataover a wideband spread spectrum communications signal. A conformalantenna, such as a patch antenna, is preferably mounted on the enginemonitoring module to which the wireless communications signal istransmitted. A processor is operative for receiving the engine data fromthe receiver and further processing of the engine data. The engine datacan be transferred from the receiver to the processor using an internet,a public switched telephone network, a cellular network or othercommunications network.

In yet another aspect of the present invention, a FADEC/ECU is operativewith the aircraft engine for collecting engine data. The enginemonitoring module is electrically connected to the FADEC/ECU forcollecting engine data. A data address is preferably assigned to theengine monitoring module and links the data address to an engine serialnumber for tracking the aircraft engine. This data address preferablycomprises an internet address. The engine monitoring module could alsoinclude a receiver as part of a transceiver for uploading data foronboard processing, including various algorithms used for enginemonitoring.

BRIEF DESCRIPTION OF THE DRAWINGS

Other objects, features and advantages of the present invention willbecome apparent from the detailed description of the invention whichfollows, when considered in light of the accompanying drawings in which:

FIG. 1 is a partial fragmentary, isometric view of a jet engine showingthe FADEC/ECU and the WEMS module mounted on the engine, the WEMS moduleinterfacing with the FADEC/ECU for downloading engine monitoring data,in accordance with the present invention.

FIG. 2 is a block diagram showing the aircraft engine and aircraft, andthe WEMS module of the present invention interfaced with the FADEC/ECUfor downloading full flight engine data files and uploading algorithmsand other data.

FIG. 3 is a fragmentary, block diagram showing WEMS engine data that canbe downloaded to an airport server and transferred by PSTN, internet orcellular infrastructure to a real-time analysis workstation or otherprocessor.

FIG. 4 is a block diagram showing basic elements that can be used in thepresent invention.

FIG. 5 is a block diagram showing basic components of a WEMS module thatcould be used in the present invention.

FIG. 6 is a cross-section of an example of a jet engine that generatesengine events to be collected and transmitted from the WEMS module ofthe present invention.

FIG. 7 is a chart showing various jet engine event reports at enginestart that could be monitored by the WEMS module of the presentinvention.

DETAILED DESCRIPTION

The present invention will now be described more fully hereinafter withreference to the accompanying drawings, in which preferred embodimentsof the invention are shown. This invention may, however, be embodied inmany different forms and should not be construed as limited to theembodiments set forth herein. Rather, these embodiments are provided sothat this disclosure will be thorough and complete, and will fullyconvey the scope of the invention to those skilled in the art. Likenumbers refer to like elements throughout, and prime notation is used toindicate similar elements in alternative embodiments.

The present invention is a wireless engine monitoring system (WEMS) andcan use basic components of the ground data link unit as disclosed inthe incorporated by reference '165, '179 and '734 patents. The system ofthe present invention is reduced in function and size for a WEMS moduleand is mounted directly to the jet engine and preferably interfaces withthe FADEC/ECU. The present invention is operative for downloading datausing a wireless communications signal, preferably a wideband spreadspectrum communications signal, in a similar manner to the wirelessground link-based aircraft data communications system disclosed in theabove incorporated by reference '165, '179 and '734 patents. It couldalso download via any RF connection.

FIG. 1 shows a WEMS module 10 that is mounted directly on the jet engine12 and electrically connected to the FADEC/ECU control unit 14, which isalso mounted on the jet engine. The jet engine 12 shows basic elementsof the turbine 16 and other components. The jet engine cowling 18 isshown in dashed lines and WEMS module 10 is disposed within the cowling.The WEMS module 10 of the present invention includes basic functional RFand memory components, such as disclosed in the ground data link unit ofthe incorporated by reference '165, '179 and '734 patents. The WEMSmodule can be mounted at different locations on the engine depending onthe type of preferred conformal antenna and the nature of the cowling 18used in the jet engine.

FIG. 2 shows a basic block diagram of a FADEC/ECU 14 that is operativeas a bidirectional multiplexer for signals to and from the jet engine12. The signals include analog and digital signals and the FADEC/ECU 14gives commands to the engine from the flight deck 20 of the aircraft 22.It also transmits engine status and health signals. Many signals areprocessed by the FADEC/ECU 14, which then transmits the signals over anARINC 429 bus 24 in this non-limiting example at typically 10 kilobitsper second to and from the flight deck 20.

The WEMS module 10 of the present invention has a separate IP address(for each module), which is linked to the serial number of the engine.The WEMS module is mounted on the engine and interfaces with theFADEC/ECU such as through another port on the FADEC/ECU or directly intothe ARINC 429 bus. The radio frequency transceiver capability is builtinto the WEMS module and is operative for recording, compressing andencrypting full flight data files. It typically will use a conformalantenna 30 that is formed as a small patch antenna the size of a postagestamp, for example, mounted on a casing 31 that forms a protectivehousing for the WEMS module 10. Although a conformal antenna ispreferred, a separate antenna could possibly be used depending on thecowling and engine type on which the WEMS module 10 is mounted. Aseparate antenna could be mounted on a separate location on the fuselageor other location for enhancing communication.

The WEMS module 10 can use an archival data store for recording, storingand encrypting and then later transmitting “full flight” engine data.The WEMS module 10 of the present invention can record hundreds ofengine parameters with a preferred one second sampling frequency. TheWEMS module thus allows advanced prognostics and diagnostic techniquesto increase “time on wing” and decrease engine maintenance costs. Forexample, the WEMS module 10 could be operative with jet enginediagnostic cells, such as used with prognostic and health managementapplications, including those designed by Impact Technologies, LLC ofRochester, N.Y. The WEMS module 10 can download engine data by almostany type of radio frequency signal, including spread spectrum modulationtechniques. The WEMS module 10 could be operative with cellular,internet, or PSTN communication infrastructures to download full flightengine data files and upload algorithms or other data or programs. EachWEMS module will typically include a separate IP address such that itcan be separately addressable for identification and upload and downloadof data.

FIG. 3 shows a high level block diagram of an aircraft 22 that includesthe WEMS module 10, which downloads engine data and uploads data foronboard processing to and/or from an airport server 32, which could beoperative with a communications network 34, such as a public switchedtelephone network (PSTN), the internet or a cellular infrastructure. Theairport server 32 includes a receiver and transmitter and communicatesthrough the communications network 34 to a real-time analysisworkstation or other similar processor 38 where the engine data can beanalyzed to determine the best maintenance program for an engine, andthus, extend the time the engine remains on the plane without removingthe engine. The real-time analysis workstation 38 could be directlyconnected to the airport server or could receive data directly from theWEMS module 10, in accordance with the present invention.

As noted before, the WEMS module 10 can be operative similar to theground data link unit in that it stores data and transmits the datausing a preferred spread spectrum or other wireless communicationssignal. The WEMS module 10 is much smaller, however, and mounts directlyonto the aircraft engine. It has fewer functions than the functionsrequired by a large scale ground data link unit, which is operative withmany aircraft components, including the DFDAU, DFDR and engine sensors.

Referring now to FIG. 4, there is shown a representative example of anoverall communications system architecture for a wireless spreadspectrum data communications system that can be used with the WEMSmodule 10 of the present invention. The architecture in this example hasthree interlinked subsystems: (1) an engine WEMS subsystem 100; (2) aground subsystem 200 (typically airport based but not necessarily at theairport); and (3) a remote engine data control center 300 used foranalyzing any downloaded engine data. The WEMS system 100 for oneaircraft 22 could include a plurality of WEMS modules 10, each installedon an engine 100 a-d. Two aircraft 22 and 22′ are illustrated each withrespective WEMS modules 10, 10′. Each WEMS module 10, 10′ includes anairborne unit (AU) 102, 102′, each which includes the processor,transceiver, memory and other necessary components. Each WEMS module 10,10′ is operative to communicate with a wireless router (WR) segment 201of the ground subsystem 200 through a wireless communications link 120.The following description proceeds with reference to one aircraft 22 andWEMS module 10 for purposes of description.

The wireless router segment 201 routes the engine data files it receivesfrom the WEMS module 10, either directly to an airport base station 202via a wired Ethernet LAN 207, or indirectly through local area networks207 and airport-resident wireless bridge segments 203 in this onenon-limiting example. The wireless communication link 120 can be aspread spectrum radio frequency (RF) link having a carrier frequencylying in an unlicensed portion of the electromagnetic spectrum, such aswithin the 2.4-2.5 GHz S-band as one non-limiting example. The wirelesscommunication link 120 could also be an RF, internet, cellular, or otherlink.

The ground subsystem 200 in this example includes a plurality of groundand/or airport-resident wireless router segments 201, one or more ofwhich are distributed within the environments of the various airportsserved by the system. A respective ground and/or airport wireless router201 is operative to receive engine data that is wirelessly down-linkedfrom a WEMS module 10. Each ground subsystem wireless router 201 canforward engine data to a server/archive computer terminal 204 of a basestation 202, which can reside on a local area network 207 of the groundsubsystem 200 at an airport or other location.

The base station 202 can be coupled via a local communications path 207,to which a remote gateway (RG) segment 206 is interfaced over acommunications path 230, to a central gateway (CG) segment 306 of aremote engine data control center 300, where engine data files fromvarious aircraft are analyzed. As a non-limiting example, thecommunications path 230 can include an ISDN telephone company (Telco)land line, and the gateway segments can include standard LAN interfaces.Other communications networks, such as cellular, internet, or otherwireless communications can be used. It should be observed that othercommunications media, such as a satellite links or cellular, forexample, may be employed for ground subsystem-to-control centercommunications without departing from the scope of the invention.

The remote engine data control center 300 could include a systemcontroller (SC) segment 301 and a plurality of workstations (WS) 303,which are interlinked to the systems controller 301 via a local areanetwork 305. Engine safety, maintenance, and monitoring analysts are atthe remote engine data control center 300 to evaluate the engine datafiles conveyed to the remote engine data control center 300 from theairport base station segments 202 of the ground subsystem 200. Therespective workstations 303 may be allocated for different purposes.

The system controller 301 can have a server/archive terminal unit 304that preferably includes database management software for providing forefficient transfer and analysis of engine data files, as it retrievesdownloaded files from the ground subsystem. As a non-limiting example,such database management software may delete existing files from a basestation segment's memory once the files have been retrieved.

As described briefly above, and as diagrammatically illustrated in FIG.5, each WEMS module 10 can include a bidirectional wireless (radiofrequency carrier-based) subsystem containing a processing unit such asa microprocessor 132 and associated memory or data store 134, serving asboth an archival data store 134 a and a buffer 134 b for communications,including packet communications. The memory 134 is coupled to theFADEC/ECU. Processing unit 132 can receive and compress the engine dataand store the compressed data in its associated memory 134. A report canbe generated by the processing unit 132, which includes many items ofengine data.

The engine data and reports can be downloaded via the RF transceiver 136and its preferred conformal antenna 30. To provide bidirectional RFcommunication capability, the transceiver 136 is operative with thewireless router 201 for upload and download of data.

If the RF communication link is spread spectrum, and a preferred 802.11link, each of a plurality of sub-band channels of an unlicensed 2.4-2.5GHz S-band segment of interest in this non-limiting example can beavailable and preferably used. Other unlicensed or licensed bands couldbe used. A wireless router 201 could continuously broadcast aninterrogation beacon that contains information representative of theemitted power level restrictions at an airport. Using an adaptive powerunit within its transceiver, the WEMS module 10 could respond to thisbeacon signal by adjusting its emitted power to a level that will notexceed communication limitations imposed by the jurisdiction governingthe airport. The wireless (RF) transceiver 136 then accesses the enginedata file stored in memory 134, encrypts the engine data and transmitsthe engine data file via a selected sub-channel of the wireless groundcommunications link to a wireless router 201.

The recipient wireless router 201 forwards the data file to the basestation segment temporarily until the file can be automaticallytransmitted over the communications path 230 to the remote engine datacontrol center 300 for analysis. Further details of the associatedcomponents are described in the above-identified and incorporated byreference patents.

In the present claimed invention, the wireless engine monitoring system(WEMS) uses similar components as in the GDL unit described in theincorporated by reference '165, '179 and '734 patents, but has reducedsize and functionality for interfacing with the FADEC/ECU and mountingon the engine. The WEMS module is installed on the engine typicallyunder the cowling and in a location to give the best antenna andtransceiver functionality, but preferably adjacent or near theFADEC/ECU. it is possible to incorporate the WEMS module with theFADEC/ECU. The WEMS module records, stores, encrypts and transmits “fullflight” engine data and interfaces directly to the FADEC/ECU. It canrecord hundreds of engine parameters with one second sampling frequencyas an example and is a miniaturized module with a conformal antenna. Itacquires “full flight” engine data and allows advanced prognostics anddiagnostics techniques either on-board or preferably at a remoteworkstation to increase “time on wing” and decrease engine maintenancecosts. It is an automated wireless solution installed directly on theengine and records full flight engine data for large turbine engines andresults in large megabyte files using the high speed data link asdescribed before. It is an improvement over those systems that recordonly a few engine data “snapshots,” resulting in limited data andlimited analysis.

For purposes of reference, a jet engine is described with reference toFIGS. 6 and 7 on which the wireless engine monitoring system (WEMS)module 10 of the present invention can be mounted. Each engine can haveone engine mounted WEMS module and each WEMS module can have a specificdata address, such as an internet address or other IP address, to allowservice providers to access the WEMS module and its data in near realtime and perform “smart” maintenance. This address is linked to theengine serial number and will be used to store routine and criticalengine information. The present invention can thus reduce enginemaintenance cost per hour (MCPH).

FIG. 6 illustrates one cross-section of a jet engine indicated generallyat 400, showing basic components and engine air flow FADEC/ECU control402 to and from the jet engine that can be used for real time monitoringof engine events. These events could be downloaded during the firstminute or so of initial take-off to a remote engine data control center300 or saved to memory in the WEMS module and later downloaded todetermine if “on wing” maintenance is warranted at the destination.

For purposes of clarity, reference numerals to describe this jet enginebegin in the 400 series. As shown in FIG. 6, the engine air flowFADEC/ECU control 402 could include the core compartment bleeding; sumppressurization; sump venting; active clearance control; low pressure andhigh pressure recoup; and venting and draining functions. Thesefunctions could be monitored through basic FADEC/ECU control system 402,as known to those skilled in the art. The engine example in FIG. 6corresponds to a General Electric CF6-80C2 advanced design with aFADEC/ECU or PMC control having an N1 thrust management and common turbomachinery. Although this jet engine is illustrated, naturally othercontrol systems for different jet engines could be used, as known tothose skilled in the art.

The engine as illustrated has six variable stages and a ruggedized stageone blade with a low emission combuster and 30 pressurized nozzles andimproved emissions. It has a Kevlar containment to give a lowercontainment weight and a composite fan OGV. It has an enhanced HPT witha DS stage of one blade material and a TBC, with advanced cooling andactive clearance control.

The fan module includes an aluminum/Kevlar containment 404 and a 93-inchimproved aero/blade 406. It has compositive OGV's 408 with analuminum/composite aft fan case 410 and a titanium fan frame 412 forreduced losses. It additionally has a four stage orthogonal booster 414and a variable bypass valve (VBV) between the fan struts (with 12locations) 416. The engine includes a compressor inlet temperature (CIT)probe 418.

The high pressure compressor includes an TGV shroud seal 420 and a bladedovetail sealing 422 with a trenched casing of stages 3-14 424. Thecompressor includes a vane platform sealing 426 and a short cord stage 8low loss bleed system 428 and improved rubcoat reduced clearances 430.

The compressor rear frame includes a combuster 430 and ignitor plug 432with a fuel nozzle 434 and OGV 436. It includes a vent seal 438 and4R/A/O seal 440 and 4R bearing 442 and 4B bearing 444. It also includesa 5R bearing 446 and 5R/A/O seal 448, a diffuser 450 and pressurebalance seal 452. The compressor rear frame also includes a stage 1nozzle 454.

The high pressure turbine area includes an active clearance for controlstages 1 and 2, and coated shrouds indicated at 456. It also includesdirectionally solidified stage 1 blades and damped blades 458 and acooling air delivery system. The high pressure turbine include athermally matched support structure, and an active clearance control andsimplified impingement with a cradled vane support and linear ceiling.The improved inner structure load path has improved roundness control,solid shrouds and improved ceiling. These components are located in thearea generally at 460 of the high pressure turbine area.

Low pressure turbine technology area includes a clearance control 462, a360° case 464, aerodynamic struts 466 that remove swirl from the exitgas and a turbine rear frame 468 formed as a one piece casting.

Many of these components can have sensors and structural force sensorthat generate signals during initial take-off such that signals arerelayed via the WEMS module to an on-ground maintenance crew and/orseparate remote engine data control center having its own processor.

FIG. 7 illustrates components that were monitored during engine start inone example, including the engine hydraulic system, the oil pressure(psi), the engine cut-off switch, oil temperature (deg C), fuel flow(lb/hr), the N2L and NIL both in percentage terms, oil temperature andEGT, both in centigrade, and W_(f). Some of the ranges are shown on thevertical axis of the graph, while time is shown on the horizontal axisof the graph.

This information can be downloaded via the WEMS module of the presentinvention to a ground based processor and a remote engine data controlcenter can determine if on wing maintenance is warranted at thedestination station.

Many modifications and other embodiments of the invention will come tothe mind of one skilled in the art having the benefit of the teachingspresented in the foregoing descriptions and the associated drawings.Therefore, it is understood that the invention is not to be limited tothe specific embodiments disclosed, and that modifications andembodiments are intended to be included within the scope of the appendedclaims.

That which is claimed is:
 1. A wireless engine monitoring system,comprising: an aircraft engine; an engine monitoring module mounted onthe aircraft engine and comprising a first processor configured toreceive engine data relating to operation of the aircraft engine, saidengine monitoring module further comprising a first transceiver coupledto the first processor for transmitting the engine data over a wirelesscommunications signal; and a ground based second transceiver and asecond processor coupled to the ground based second transceiver thatreceives the transmitted engine data and processes the engine data andtransmits aircraft data back to the engine monitoring module over awireless communications signal for onboard processing within the firstprocessor, wherein the transmitted aircraft data includes a data addressassigned to the engine monitoring module and linked to a serial numberof the aircraft engine.
 2. The system according to claim 1, wherein thefirst and second transceivers each comprises a spread spectrumtransceiver for transmitting and receiving the engine data and aircraftdata over a wideband spread spectrum communications signal.
 3. Thesystem according to claim 1, comprising a conformal antenna mounted onthe engine monitoring module through which the wireless communicationssignals are transmitted and received.
 4. The system according to claim1, comprising an internet for transferring engine data and aircraft datato and from the ground based second transceiver and second processor. 5.The system according to claim 1, comprising a public switched telephonenetwork for transferring the engine data and aircraft data to and fromthe ground based second transceiver and second processor.
 6. systemaccording to claim 1, comprising a cellular network for transferring theengine data and aircraft data to and from the ground based secondtransceiver and second processor.
 7. The system according to claim 1,wherein the data address comprises an internet address.
 8. The systemaccording to claim 1, wherein the first processor is configured toreceive and process the aircraft data when it matches a known dataaddress for the engine monitoring module.
 9. The system according toclaim 1, wherein the first transceiver is operative to transmit theengine data during initial take-off.
 10. A wireless engine monitoringsystem, comprising: an aircraft engine; an engine monitoring modulemounted on the aircraft engine and comprising a first processor and amemory coupled to the first processor and configured to collect andstore engine data relating to operation of the aircraft engine, saidengine monitoring module further comprising a first transceiver coupledto the first processor for transmitting the engine data over a wirelesscommunications signal; and a ground based second transceiver and asecond processor coupled to the ground based second transceiver thatreceives the transmitted engine data and processes the engine data andtransmits aircraft data back to the engine monitoring module over awireless communications signal for onboard processing within the firstprocessor, wherein the transmitted aircraft data includes a data addressassigned to the engine monitoring module and linked to a serial numberof the aircraft engine.
 11. The system according to claim 10, whereinthe first and second transceivers each comprises a spread spectrumtransceiver for transmitting and receiving the engine data and aircraftdata over a wideband spread spectrum communications signal.
 12. Thesystem according to claim 10, comprising a conformal antenna mounted onthe engine monitoring module through which the wireless communicationssignals are transmitted and received.
 13. The system according to claim10, comprising an Internet for transferring engine data and aircraftdata to and from the ground based second transceiver and secondprocessor.
 14. The system according to claim 10, comprising a publicswitched telephone network for transferring the engine data and aircraftdata to and from the ground based second transceiver and secondprocessor.
 15. The system according to claim 10, comprising a cellularnetwork for transferring the engine data and aircraft data to and fromthe ground based second transceiver and second processor.
 16. The systemaccording to claim 10, wherein the data address comprises an internetaddress.
 17. The system according to claim 10, wherein the firstprocessor is configured to receive and process the aircraft data when itmatches a known data address for the engine monitoring module.
 18. Thesystem according to claim 10, wherein the first transceiver is operativeto transmit the engine data during initial take-off.
 19. The systemaccording to claim 10, comprising a FADEC/ECU operative with theaircraft engine for collecting engine data from the aircraft engine,wherein said engine monitoring module is operative with said FADEC/ECUfor collecting engine data therefrom.
 20. A method of monitoring anaircraft engine, comprising: receiving aircraft engine data within afirst processor of an engine monitoring module mounted on the aircraftengine data; transmitting the engine data from a first transceiver ofthe engine monitoring module over a wireless communications signal to aground based second transceiver having a second processor that receivesthe transmitted engine data and processes the engine data; andtransmitting aircraft data back to the engine monitoring module from theground based second transceiver over a wireless communications signalfor onboard processing within the first processor, wherein thetransmitted aircraft data includes a data address assigned to the enginemonitoring module and linked to a serial number of the aircraft engine.21. The method according to claim 20, wherein the first and secondtransceivers each comprises a spread spectrum transceiver fortransmitting and receiving the engine data and aircraft data over awideband spread spectrum communications signal.
 22. The method accordingto claim 20, comprising mounting a conformal antenna on the enginemonitoring module through which the wireless communications signals aretransmitted and received.
 23. The method according to claim 20,comprising transferring engine data and aircraft data to and from theground based second transceiver and second processor using an internet.24. The method according to claim 20, comprising transferring the enginedata and aircraft data to and from the ground based second transceiverand second processor using a public switched telephone network.
 25. Themethod according to claim 20, comprising transferring the engine dataand aircraft data to and from the ground based second transceiver andsecond processor using a cellular network.
 26. The method according toclaim 20, wherein the data address comprises an internet address. 27.The method according to claim 20, wherein the first processor isconfigured to receive and process the aircraft engine data when itmatches a known data address for the engine monitoring module.
 28. Themethod according to claim 20, comprising transmitting the engine dataduring initial take-off.